U.S. patent application number 15/701075 was filed with the patent office on 2019-03-14 for system and method for aircraft electric taxi brake optimization.
This patent application is currently assigned to Goodrich Corporation. The applicant listed for this patent is Goodrich Corporation. Invention is credited to Steven T. Keller, Richard A. Kipp.
Application Number | 20190077500 15/701075 |
Document ID | / |
Family ID | 63491521 |
Filed Date | 2019-03-14 |
United States Patent
Application |
20190077500 |
Kind Code |
A1 |
Kipp; Richard A. ; et
al. |
March 14, 2019 |
SYSTEM AND METHOD FOR AIRCRAFT ELECTRIC TAXI BRAKE OPTIMIZATION
Abstract
Systems and methods for aircraft electric taxi brake
optimization are provided. The system may comprise an aircraft
having a landing gear comprising a wheel, a friction brake having a
brake material coupled to the wheel, a regenerative brake
comprising a reversible taxi motor coupled to the wheel, a sensor
configured to measure a wheel parameter of the wheel and a
temperature of the friction brake, a tangible, non-transitory
memory configured to communicate with a controller, the tangible,
non-transitory memory having instructions stored thereon that, in
response to execution by the controller, cause the controller to
perform operations comprising: receiving, by the controller, a
command signal and the friction brake temperature and calculating,
by the controller, a brake material temperature based on the wheel
parameter, the friction brake temperature, and the command
signal.
Inventors: |
Kipp; Richard A.; (Oakwood,
CA) ; Keller; Steven T.; (Union, OH) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Goodrich Corporation |
Charlotte |
NC |
US |
|
|
Assignee: |
Goodrich Corporation
Charlotte
NC
|
Family ID: |
63491521 |
Appl. No.: |
15/701075 |
Filed: |
September 11, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60T 8/171 20130101;
B60T 8/1703 20130101; B64C 25/405 20130101; Y02T 50/80 20130101;
G05D 1/0202 20130101; B64C 25/426 20130101; B60T 2270/60 20130101;
B60T 8/172 20130101; B60T 17/22 20130101 |
International
Class: |
B64C 25/42 20060101
B64C025/42; B60T 8/17 20060101 B60T008/17; B60T 8/171 20060101
B60T008/171; B60T 8/172 20060101 B60T008/172; B60T 17/22 20060101
B60T017/22; G05D 1/02 20060101 G05D001/02 |
Claims
1. A system, comprising: an aircraft having a landing gear
comprising a wheel; a friction brake having a brake material
coupled to the wheel; a regenerative brake comprising a reversible
taxi motor; a sensor configured to measure a wheel parameter of the
landing gear and a friction brake temperature of the friction
brake; and a tangible, non-transitory memory configured to
communicate with a controller, the tangible, non-transitory memory
having instructions stored thereon that, in response to execution
by the controller, cause the controller to perform operations
comprising: receiving, by the controller, a command signal, the
wheel parameter, and the friction brake temperature; calculating,
by the controller, a brake material temperature based on the wheel
parameter, the friction brake temperature, and the command signal;
and generating, by the controller, an allocated deceleration for
the friction brake and the regenerative brake corresponding to the
calculated brake material temperature and the command signal.
2. The system of claim 1, wherein the wheel parameter is at least
one of a torque, an angular rotation, a wheel speed, or a brake
pressure.
3. The system of claim 1, wherein the operations further comprise
controlling, by the controller, at least one of a brake pressure of
the friction brake or a mode of the reversible taxi motor in
response to the command signal and the allocated deceleration.
4. The system of claim 1, wherein the aircraft further comprises a
propulsion system and aerodynamic surfaces.
5. The system of claim 4, wherein the operations further comprise
generating, by the controller, an allocated deceleration for the
propulsion system and the aerodynamic surfaces corresponding to the
calculated brake material temperature and the command signal.
6. The system of claim 5, wherein the operations further comprise
controlling, by the controller, at least one of a speed brake, a
spoiler, a thrust reverser, or a gas turbine engine power setting
in response to the allocated deceleration and the command
signal.
7. The system of claim 1, wherein the operations further comprise
modulating, by the controller, the allocated deceleration based on
at least one of the friction brake temperature or the command
signal.
8. The system of claim 7, wherein the operations further comprise
receiving, by the controller, external data and modulating, by the
controller, the allocated deceleration in response to the external
data.
9. The system of claim 7, wherein the calculating, by the
controller, the brake material temperature is further calculated
with respect to time.
10. The system of claim 9, wherein the operations further comprise
reading, by the controller, a first configuration setting wherein
the calculating, by the controller, the brake material temperature
is further based on the first configuration setting.
11. The system of claim 10, wherein the operations further comprise
reading, by the controller, a second configuration setting and
modulating, by the controller, the allocated deceleration in
response to the second configuration setting.
12. The system of claim 6, further comprising a second sensor
configured to measure an aircraft parameter of the aircraft.
13. The system of claim 12, wherein the operations further comprise
reading, by the controller, the aircraft parameter and wherein the
allocated deceleration is one of: generated, by the controller,
based on the aircraft parameter or modulated, by the controller, in
response to the aircraft parameter.
14. The system of claim 13, wherein the aircraft parameter is at
least one of an airspeed, a ground speed, a position, a roll angle,
a pitch angle, a yaw angle, an acceleration, a weight, an oleo
strut pressure, a temperature, a battery capacity, an accumulator
pressure, a thrust reverser position, a gas turbine engine power
setting, a spoiler position, a speed brake position, an air
pressure, or a generator power output.
15. A method, comprising: receiving, by a controller, a command
signal and receiving, by the controller, a wheel parameter and a
friction brake temperature from a sensor in electronic
communication with the controller wherein the wheel parameter
comprises measured characteristics of a landing gear comprising a
wheel, a friction brake having a brake material coupled to the
wheel, and a regenerative brake comprising a reversible taxi motor
coupled to the wheel; calculating, by the controller, a brake
material temperature based on the wheel parameter, the friction
brake temperature, and the command signal; and generating, by the
controller, an allocated deceleration for the friction brake and
the regenerative brake corresponding to the calculated brake
material temperature and the command signal.
16. The method of claim 15, further comprising controlling, by the
controller, at least one of a brake pressure of the friction brake,
a mode of the reversible taxi motor, a speed brake, a spoiler, a
thrust reverser, or a gas turbine engine power setting in response
to the command signal and the allocated deceleration.
17. The method of claim 16, further comprising modulating, by the
controller, the allocated deceleration based on one of an aircraft
parameter from a second sensor in electronic communication with the
controller, the friction brake temperature, the command signal, a
configuration setting, or external data.
18. An article of manufacture including a tangible, non-transitory
computer-readable storage medium having instructions stored thereon
that, in response to execution by a processor, cause the processor
to perform operations comprising: receiving, by the processor, a
command signal and receiving, by the processor, a wheel parameter
and a friction brake temperature from a sensor in electronic
communication with the processor wherein the wheel parameter
comprises measured characteristics of a landing gear comprising: a
wheel, a friction brake having a brake material coupled to the
wheel, and a regenerative brake comprising a reversible taxi motor
coupled to the wheel; calculating, by the processor, a brake
material temperature based on the wheel parameter, the friction
brake temperature, and the command signal; and generating, by the
processor, an allocated deceleration for the friction brake and the
regenerative brake corresponding to the calculated brake material
temperature and the command signal.
19. The article of manufacture of claim 18, further comprising an
operation of controlling, by the processor, at least one of a brake
pressure of the friction brake, a mode of the reversible taxi
motor, a speed brake, a spoiler, a thrust reverser, or a gas
turbine engine power setting in response to the command signal and
the allocated deceleration.
20. The article of manufacture of claim 19, further comprising an
operation of modulating, by the processor, the allocated
deceleration based on one of an aircraft parameter from a second
sensor in electronic communication with the processor, the friction
brake temperature, the command signal, a configuration setting, or
external data.
Description
FIELD
[0001] The present disclosure relates to electric taxi system
brakes, and, more specifically, to systems and methods for
controlling aircraft brakes.
BACKGROUND
[0002] Aircraft often include one or more landing gear that
comprise one or more wheels. Wheels may comprise friction brakes
having a brake material which tends to suffer increased wear and
damage when operated outside a preferred operating temperature
range. A brake control unit may optimize brake life by selecting
friction braking under optimal speeds, temperatures, or other
conditions, or by optimizing the temperature of the brakes to the
lowest wear region of the operating envelope. Brake life may be
further optimized under wet conditions by optimizing a brake drying
protocol.
SUMMARY
[0003] In various embodiments, a system for aircraft electric taxi
brake optimization is provided. The system may comprise an aircraft
having a landing gear comprising a wheel, a friction brake having a
brake material coupled to the wheel; a regenerative brake
comprising a reversible taxi motor coupled to the wheel, a sensor
configured to measure a wheel parameter of the wheel and a friction
brake temperature of the friction brake, and a tangible,
non-transitory memory configured to communicate with a controller.
The tangible, non-transitory memory having instructions stored
thereon may, in response to execution by the controller, cause the
controller to perform operations comprising: receiving, by the
controller, a command signal, the wheel parameter, and the friction
brake temperature; calculating, by the controller, a brake material
temperature based on the wheel parameter, the friction brake
temperature, and the command signal; and generating, by the
controller, an allocated deceleration for the friction brake and
the regenerative brake corresponding to the calculated brake
material temperature and the command signal.
[0004] In various embodiments, the wheel parameter is one of a
torque, an angular rotation, a wheel speed, or a brake pressure. In
various embodiments, the operations further comprise the step of
controlling, by the controller, a brake pressure of the friction
brake or a mode of the reversible taxi motor in response to the
command signal and the allocated deceleration. In various
embodiments, the aircraft further comprises a propulsion system and
aerodynamic surfaces. In various embodiments, the operations
further comprise the step of generating, by the controller, an
allocated deceleration for the propulsion system and the
aerodynamic surfaces corresponding to the calculated brake material
temperature and the command signal. In various embodiments, the
operations further comprise the step of controlling, by the
controller, one of a speed brake, a spoiler, a thrust reverser, or
a gas turbine engine power setting in response to the allocated
deceleration and the command signal. In various embodiments, the
operations further comprise the step of modulating, by the
controller, the allocated deceleration based on one of the friction
brake temperature or the command signal. In various embodiments,
the operations further comprise the step of receiving, by the
controller, external data and modulating, by the controller, the
allocated deceleration in response to the external data. In various
embodiments, the calculating, by the controller, the brake material
temperature is further calculated with respect to time. In various
embodiments, the operations further comprise the step of reading,
by the controller, a first configuration setting wherein the
calculating, by the controller, the brake material temperature is
further based on the first configuration setting. In various
embodiments, the operations further comprise the step of reading,
by the controller, a second configuration setting and modulating,
by the controller, the allocated deceleration in response to the
second configuration setting. In various embodiments, the system
further comprises a second sensor configured to measure an aircraft
parameter of the aircraft. In various embodiments, the operations
further comprise the step of reading, by the controller, the
aircraft parameter and wherein the allocated deceleration is one
of: generated, by the controller, based on the aircraft parameter
or modulated, by the controller, in response to the aircraft
parameter. In various embodiments, the aircraft parameter is one of
an airspeed, a ground speed, a position, a roll angle, a pitch
angle, a yaw angle, an acceleration, a weight, an oleo strut
pressure, a temperature, a battery capacity, an accumulator
pressure, a thrust reverser position, a gas turbine engine power
setting, a spoiler position, a speed brake position, an air
pressure, or a generator power output.
[0005] In various embodiments, a method for aircraft electric taxi
brake optimization is provided. The method may comprise: receiving,
by a controller, a command signal and receiving, by the controller,
a wheel parameter and a friction brake temperature from a sensor in
electronic communication with the controller wherein the wheel
parameter comprises measured characteristics of a landing gear
comprising: a wheel, a friction brake having a brake material
coupled to the wheel, and a regenerative brake comprising a
reversible taxi motor coupled to the wheel; calculating, by the
controller, a brake material temperature based on the wheel
parameter, the friction brake temperature, and the command signal;
and generating, by the controller, an allocated deceleration for
the friction brake and the regenerative brake corresponding to the
calculated brake material temperature and the command signal.
[0006] In various embodiments, the method may also comprise
controlling, by the controller one of, a brake pressure of the
friction brake, a mode of the reversible taxi motor, a speed brake,
a spoiler, a thrust reverser, or a gas turbine engine power setting
in response to the command signal and the allocated deceleration.
The method may further comprise modulating, by the controller, the
allocated deceleration based on one of an aircraft parameter from a
second sensor in electronic communication with the controller, the
friction brake temperature, the command signal, a configuration
setting, or external data.
[0007] In various embodiments an article of manufacture is
provided. The article of manufacture may include a tangible,
non-transitory computer-readable storage medium having instructions
stored thereon that, in response to execution by a processor, cause
the processor to perform operations comprising: receiving, by the
processor, a command signal and receiving, by the processor, a
wheel parameter and a friction brake temperature from a sensor in
electronic communication with the processor wherein the wheel
parameter comprises measured characteristics of a landing gear
comprising: a wheel, a friction brake having a brake material
coupled to the wheel, and a regenerative brake comprising a
reversible taxi motor coupled to the wheel; calculating, by the
processor, a brake material temperature based on the wheel
parameter, the friction brake temperature, and the command signal;
and generating, by the processor, an allocated deceleration for the
friction brake and the regenerative brake corresponding to the
calculated brake material temperature and the command signal.
[0008] In various embodiments the article of manufacture may
further comprise the operation of controlling, by the processor one
of, a brake pressure of the friction brake, a mode of the
reversible taxi motor, a speed brake, a spoiler, a thrust reverser,
or a gas turbine engine power setting in response to the command
signal and the allocated deceleration. In various embodiments the
article of manufacture may further comprise the operation of
modulating, by the processor, the allocated deceleration based on
one of an aircraft parameter from a second sensor in electronic
communication with the processor, the friction brake temperature,
the command signal, a configuration setting, or external data.
[0009] The foregoing features and elements may be combined in
various combinations without exclusivity, unless expressly
indicated otherwise. These features and elements as well as the
operation thereof will become more apparent in light of the
following description and the accompanying drawings. It should be
understood, however, the following description and drawings are
intended to be exemplary in nature and non-limiting.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The subject matter of the present disclosure is particularly
pointed out and distinctly claimed in the concluding portion of the
specification. A more complete understanding of the present
disclosure, however, may best be obtained by referring to the
detailed description and claims when considered in connection with
the figures, wherein like numerals denote like elements.
[0011] FIG. 1 illustrates an aircraft, in accordance with various
embodiments;
[0012] FIG. 2 illustrates a block diagram for a system for electric
taxi brake optimization, in accordance with various embodiments;
and
[0013] FIG. 3 illustrates a process flow for a method of electric
taxi brake optimization, in accordance with various
embodiments.
DETAILED DESCRIPTION
[0014] All ranges and ratio limits disclosed herein may be
combined. It is to be understood that unless specifically stated
otherwise, references to "a," "an," and/or "the" may include one or
more than one and that reference to an item in the singular may
also include the item in the plural.
[0015] The detailed description of exemplary embodiments herein
makes reference to the accompanying drawings, which show exemplary
embodiments by way of illustration. While these exemplary
embodiments are described in sufficient detail to enable those
skilled in the art to practice the exemplary embodiments of the
disclosure, it should be understood that other embodiments may be
realized and that logical changes and adaptations in design and
construction may be made in accordance with this disclosure and the
teachings herein. Thus, the detailed description herein is
presented for purposes of illustration only and not limitation.
[0016] The scope of the disclosure is defined by the appended
claims and their legal equivalents rather than by merely the
examples described. For example, the steps recited in any of the
method or process descriptions may be executed in any order and are
not necessarily limited to the order presented. Furthermore, any
reference to singular includes plural embodiments, and any
reference to more than one component or step may include a singular
embodiment or step. Also, any reference to attached, fixed,
coupled, connected or the like may include permanent, removable,
temporary, partial, full and/or any other possible attachment
option. Additionally, any reference to without contact (or similar
phrases) may also include reduced contact or minimal contact.
Surface shading lines may be used throughout the figures to denote
different parts but not necessarily to denote the same or different
materials.
[0017] As used herein, "electronic communication" means
communication of electronic signals with physical coupling (e.g.,
"electrical communication" or "electrically coupled") or without
physical coupling and via an electromagnetic field (e.g.,
"inductive communication" or "inductively coupled" or "inductive
coupling"). As used herein, "transmit" may include sending
electronic data from one system component to another via electronic
communication between the components. Additionally, as used herein,
"electronic data" may include encompassing information such as
commands, queries, files, data for storage, and the like in digital
or any other form.
[0018] As used herein, "aft" refers to the direction associated
with a tail (e.g., the back end) of an aircraft, or generally, to
the direction of exhaust of a gas turbine engine. As used herein,
"forward" refers to the direction associated with a nose (e.g., the
front end) of the aircraft, or generally, to the direction of
flight or motion.
[0019] Aircraft often include one or more landing gear that
comprise an oleo strut and one or more wheels. An electronic taxi
system may be coupled to the wheels in order to taxi the aircraft
without engine thrust and may comprise a Brake Control Unit (BCU).
A taxi motor and a friction braking system are coupled to the
wheel(s) in order to taxi the aircraft and to decelerate or park
the aircraft. In various embodiments, the taxi motor may comprise a
reversible electric motor capable of providing a drag force on the
wheel(s) and causing electrical energy to be generated. In this
regard, the electric taxi motor may operate an electrical generator
and extract work from the wheel(s) to decelerate the aircraft (i.e.
regenerative braking). In various embodiments energy generated by
the taxi motor may be stored onboard the aircraft in batteries,
capacitors, flywheels, or other suitable energy storage system. In
various embodiments, the taxi motor may be a reversible hydraulic
motor and operate in like fashion to an electric taxi motor. Energy
extracted by the hydraulic motor may be stored onboard the aircraft
by an energy storage system such as, for example, a hydraulic
accumulator. In various embodiments, the taxi motor may be coupled
to the wheels through a clutch and/or gearbox or other
transmission.
[0020] With reference to FIG. 1, an aircraft 10 in accordance with
various embodiments may comprise aircraft systems, for example,
landing gear such as landing gear 12, landing gear 14 and landing
gear 16. Landing gear 12, landing gear 14 and landing gear 16 may
generally support aircraft 10 when aircraft is not flying, allowing
aircraft 10 to taxi, take off, and land without damage and may
comprise an electronic taxi system. Landing gear 12 may include
wheel 13A, comprising a taxi motor and a friction brake, and wheel
13B comprising a taxi motor and a friction brake, coupled by an
axle 20. Landing gear 14 may include wheel 15A comprising a taxi
motor and a friction brake, and wheel 15B comprising a taxi motor
and a friction brake, coupled by an axle 22. Landing gear 16 may
include nose wheel 17A comprising a taxi motor and a friction
brake, and nose wheel 17B comprising a taxi motor and a friction
brake, coupled by an axle 24. An XYZ axes is used throughout the
drawings to illustrate the axial (y), forward (x) and vertical (z)
directions relative to axle 22. Aircraft 10 may comprise Brake
Control Unit (BCU) 25, cockpit controls 26, aerodynamic surfaces
27, and propulsion system 28. In various embodiments, aerodynamic
surfaces 27 may further comprise a spoiler or a speed brake and
propulsion system 28 may comprise gas turbine engine and a thrust
reverser. Landing gear 14, landing gear 16, and landing gear 12 may
be in communication with BCU 25 and may receive commands (e.g. an
allocated deceleration effort) from BCU 25, for example, to apply
friction brakes or apply regenerative brakes. In various
embodiments, BCU 25 may be in electronic communication with cockpit
controls 26 or may be in electronic communication with external
systems via external command signals 29 such as, for example, an
aircraft tug operator or a safety emergency instruction issued by
an airport ground controller and may allocate deceleration effort
in response to pilot cockpit controls 26 or external command
signals 29. In various embodiments, the BCU may be in electronic
communication with aerodynamic surfaces 27 and propulsion system
28. In various embodiments, aircraft 10 may comprise an energy
storage system 30. BCU 25, landing gear 12, landing gear 14, and
landing gear 16 may be in electronic communication with energy
storage system 30.
[0021] In various embodiments, the BCU is typically located in the
fuselage of the aircraft. Wires may extend between the fuselage and
the BCU at the location of the wheels. Electric signals may be sent
and received between the taxi motor, the friction brake, and the
BCU. In various embodiments, electric signals may be sent and
received between the BCU and aerodynamic surfaces of the aircraft
tending to produce aerodynamic drag such as, for example, spoilers
or speed brakes. In various embodiments, electric signals may be
sent and received between the BCU and aircraft propulsion system
components such as, for example, engine thrust reversers. The BCU
may receive signals or commands from a pilot, from sources external
to the aircraft, or from any other suitable onboard sensors known
to those skilled in the art.
[0022] The BCU may be in electronic communication with the full
suite of aircraft sensors and other data available with the
aircraft such as, for example, GPS, radio beacons, remote commands
and the like. Sensors may provide aircraft speed, wheel speed,
brake temperature, energy generation, battery capacity, thrust
reverser position, acceleration, and any other suitable input data.
In response to a commanded deceleration, the BCU may coordinate the
inputs of various sensors with internally stored data or
configuration settings and algorithmically allocate the
deceleration effort between any of the friction brakes, the
regenerative brakes, the aerodynamic surfaces, and the propulsion
system in order to effect the commanded deceleration.
[0023] In various embodiments, the friction brakes may comprise a
brake material and a temperature sensor. In various embodiments,
the brake material may comprise at least one of a composite
material, a carbon material, a carbon/carbon composite material, a
silicon-carbide, a ceramic, or other suitable material known to
those skilled in the art. In response to the deceleration effort
allocated by the BCU, the friction brakes tend to absorb energy
from the wheel(s) tending to increase the temperature of the brake
material. In various embodiments, the performance of the friction
brakes is a function of brake material temperature and the brake
material may undergo excessive wear below a threshold temperature
or, stated alternatively, a "cold" temperature. In various
embodiments, the minimum temperature may be between one hundred
degrees (100.degree.) and four hundred degrees (400.degree.), or
may be between one hundred and fifty degrees (150.degree.) and
three hundred and fifty degrees (350.degree.), or may be between
two hundred degrees (200.degree.) and three hundred degrees
(300.degree.) Fahrenheit. In various embodiments, the brake
material may be damaged above about 2000.degree. F. where about in
this context means .+-.500.degree. F.
[0024] In various embodiments, the BCU may dynamically modulate the
deceleration effort allocated to the friction brakes in response to
temperature and tend to maintain the temperature of the brake
material between the minimum and the maximum temperature. In
response to a commanded deceleration, for example, the BCU may
allocate 30% of the deceleration effort to the friction brakes and
70% of the deceleration effort to the regenerative brakes. The BCU
may make any other suitable allocation in response to a commanded
deceleration, a brake temperature, and the aircraft state described
by sensors in electronic communication with the BCU such as, for
example, an airspeed sensor, and allocated deceleration effort may
be a function of the aircraft state. In various embodiments, when
airspeed is above a predetermined threshold such as, for example,
airspeed at landing, the BCU, in response to a commanded
deceleration, may allocate 50% of the deceleration effort to the
friction brakes, 25% to the propulsion system, 20% to the
aerodynamic surfaces, and 5% to the regenerative brakes or any
other suitable allocation. In response to the deceleration effort,
speed tends to fall and the BCU may, in response, reduce
deceleration effort allocated to the aerodynamic surfaces and the
propulsion system while increasing the deceleration effort
allocated to the friction brakes and regenerative brakes. In this
regard, the BCU may optimize deceleration effort in light of the
performance characteristics of aircraft systems, such as
aerodynamic surfaces and propulsion systems, which tend to be more
effective at high speeds.
[0025] In various embodiments the BCU may dynamically allocate
deceleration effort in response to the amount of energy stored in
an energy storage system coupled to the regenerative brakes. For
example, when the amount of stored energy is at a minimum,
relatively more deceleration effort may be allocated to the
regenerative brakes and when the amount of stored energy is at a
maximum, relatively less deceleration effort may be allocated to
the regenerative brakes. In various embodiments, the deceleration
effort allocated to the regenerative brakes may be limited by the
rate at which the energy storage system may absorb energy, for
example, the deceleration effort allocated to the regenerative
brakes may not exceed a maximum energy absorption rate.
[0026] In various embodiments, BCU deceleration effort allocations
may be made a function of a friction brake temperature model. A
friction brake temperature model may calculate the energy absorbed
by the friction brake as a function of the torque and angular
rotation of the wheel coupled to the friction brake, ambient
temperature, friction brake temperature, brake friction
coefficient, and time. In various embodiments, the friction brake
temperature model may be supplied the torque value from a torque
sensor or may calculate the torque as a function of the supplied
friction brake pressure from a pressure sensor. In various
embodiments, the angular rotation of the wheel may be supplied by a
wheel speed sensor or may be calculated or estimated from other
information. In various embodiments, the BCU may use the friction
brake temperature model to predict friction brake temperature based
upon commanded deceleration and deceleration effort allocation. In
this regard, the BCU may be configured to optimize friction brake
temperature such that brake material wear and damage are at a
minimum.
[0027] In various embodiments, and with reference to FIGS. 1 and 2,
a system 200 for electric taxi brake optimization may comprise one
or more feedback elements to monitor and measure aircraft 10
characteristics. For example, sensors 202 may be coupled to or in
direct electronic communication with aircraft systems such as, for
example, landing gear 14 comprising a taxi motor and a friction
brake or, for example, aerodynamic surfaces 27. Sensors 202 may
comprise a temperature sensor, a torque sensor, a speed sensor, a
pressure sensor, a position sensor, an accelerometer, a voltmeter,
an ammeter, a wattmeter, or any other suitable measuring device
known to those skilled in the art. Sensors 202 may be configured to
measure a characteristic of an aircraft system or component.
Sensors 202 may be configured to measure, for example, a landing
gear wheel speed, a friction brake pressure, an aircraft airspeed,
or an energy storage system storage capacity. Sensors 202 may be
configured to transmit the measurements to controller 204, thereby
providing sensor feedback about the aircraft system to controller
204. The sensor feedback may be, for example, a speed signal, or
may be position feedback, temperature feedback, pressure feedback
or other data.
[0028] In various embodiments, controller 204 may be in electronic
communication with a pilot through a control interface 206 of
cockpit controls 26, for example, a pedal or set of pedals, that a
pilot can operate. The control interface 206 may output a measure
of, for example, pedal deflection, and such output may be used as
command signals 207. In various embodiments, controller 204 may be
in electronic communication with an external system 208 through
external command signals 29. In various embodiments, the
information or instruction issued by the pilot or the external
system is of the form of "decelerate" or "discontinue
deceleration." In various embodiments, controller 204 may be in
electronic communication with configuration settings 210 or library
values used by a friction brake temperature model, a brake
temperature optimization algorithm, or other algorithm. In various
embodiments, controller 204 may be in electronic communication with
external data 212 sources which may be used by an algorithm such
as, for example, near real time runway condition data from other
aircraft, weather condition data, and/or fuel price data.
[0029] In various embodiments, controller 204 may be integrated
into computer systems onboard an aircraft, such as, for example,
BCU 25. In various embodiments, controller 204 may comprise a
processor. In various embodiments, controller 204 may be
implemented in a single processor. In various embodiments,
controller 204 may be implemented as and may include one or more
processors and/or one or more tangible, non-transitory memories and
be capable of implementing logic. Each processor can be a general
purpose processor, a digital signal processor (DSP), an application
specific integrated circuit (ASIC), a field programmable gate array
(FPGA) or other programmable logic device, discrete gate or
transistor logic, discrete hardware components, or any combination
thereof. Controller 204 may comprise a processor configured to
implement various logical operations in response to execution of
instructions, for example, instructions stored on a non-transitory,
tangible, computer-readable medium configured to communicate with
controller 204.
[0030] System program instructions and/or controller instructions
may be loaded onto a non-transitory, tangible computer-readable
medium having instructions stored thereon that, in response to
execution by a controller, cause the controller to perform various
operations. The term "non-transitory" is to be understood to remove
only propagating transitory signals per se from the claim scope and
does not relinquish rights to all standard computer-readable media
that are not only propagating transitory signals per se. Stated
another way, the meaning of the term "non-transitory
computer-readable medium" and "non-transitory computer-readable
storage medium" should be construed to exclude only those types of
transitory computer-readable media which were found in In Re
Nuijten to fall outside the scope of patentable subject matter
under 35 U.S.C. .sctn. 101.
[0031] In various embodiments, with continued reference to FIGS. 1
and 2, friction brakes 214, regenerative brakes 216, aerodynamic
surfaces 27, and propulsion system 28 may be in electronic
communication with and may be configured to receive electronic data
from or be controlled via controller 204. Controller 204 and
regenerative brakes 216 may also be in electronic communication
with energy storage system 30. In various embodiments, controller
204 may be configured to control friction brakes 214, regenerative
brakes 216, aerodynamic surfaces 27, and propulsion system 28 by
allocating deceleration effort in response to command signals. In
various embodiments, controller 204 may be configured to modulate
or generate the allocated deceleration effort 218 in response to
the output of an algorithm such as, for example, a friction brake
temperature model comprising instructions stored in tangible,
non-transitory memory, to optimize friction brake temperature such
that brake material wear and damage are at a minimum. In various
embodiments, controller 204 may be configured to modulate or
generate the allocated deceleration effort 218 in response to any
other algorithm or combination of algorithms and constraints
comprising instructions stored in tangible, non-transitory memory,
such as, for example, optimizing a friction brake temperature and
maximizing stored energy and optimizing deceleration effort.
[0032] In various embodiments, controller 204 may allocate
deceleration effort to one or more aircraft systems, i.e. friction
brakes 214, regenerative brakes 216, aerodynamic surfaces 27, and
propulsion system 28, or any combination of single and multiples of
aircraft systems such as, for example, four (4) friction brakes
214, two (2) regenerative brakes 216, six (6) aerodynamic surfaces
27, and two (2) propulsion systems 28. In various embodiments,
controller 204 may allocate relatively more deceleration effort to
friction brakes 214 by, for example, commanding an increase in
brake pressure and may allocate relatively less deceleration effort
by, for example, commanding a decrease in brake pressure. In
various embodiments, controller 204 may allocate deceleration
effort to regenerative brakes 216 by, for example, commanding a
reversible taxi motor of a wheel, such as wheel 17B, of a landing
gear, such as landing gear 16, to charge energy storage system 30
(e.g. change mode from motor to generator). In various embodiments,
controller 204 may allocate relatively more deceleration effort to
regenerative brakes 216 by commanding additional taxi motors such
as, for example, those comprising wheels 17A, 15A, and 13A, to
charge energy storage system 30. In various embodiments, controller
204 may allocate relatively more or less deceleration effort to
aerodynamic surfaces 27 by, for example, commanding an actuator to
raise or lower a spoiler or speed brake. In various embodiments,
controller 204 may allocate deceleration effort to a propulsion
system 28 by commanding activation of a thrust reverser, where
relatively more or less deceleration effort may be allocated by
commanding an increase or decrease in gas turbine engine power.
[0033] With reference to FIG. 3, a method 300 for aircraft electric
taxi brake optimization is illustrated in accordance with various
embodiments. Method 300 includes receiving, by a controller, a
wheel parameter, a friction brake temperature, and a command signal
(Step 302). Method 300 includes calculating, by the controller, a
brake material temperature based on the wheel parameter, the
friction brake temperature, and the command signal (Step 304).
Method 300 includes generating, by the controller, an allocated
deceleration for a friction brake and a regenerative brake
corresponding to the calculated brake material temperature and the
command signal (Step 306). Method 300 includes, controlling, by the
controller one of, a brake pressure of a friction brake, a mode of
a reversible taxi motor, a speed brake, a spoiler, a thrust
reverser, or a gas turbine engine power setting in response to the
command signal and the allocated deceleration (Step 308). Method
300 includes modulating, by the controller, the allocated
deceleration based on one of an aircraft parameter from a sensor in
electronic communication with the controller, the friction brake
temperature, the command signal, a configuration setting, or
external data (Step 310).
[0034] With reference to FIGS. 1, 2, and 3, step 302 may include
receiving, by controller 204, command signals 207 from control
interface 206 or external command signal 29 from external system
208, and receiving a wheel parameter of landing gear, such as
landing gear 16, and a friction brake temperature from a wheel,
such as wheel 17A, from sensors 202. Step 304 may include
controller 204 conducing calculation by a time variant friction
brake temperature model, a brake temperature optimization
algorithm, or other algorithm based on configuration settings 210,
parameters from sensors 202, or external data 212. Step 306 may
include controller 204 generating allocated deceleration 218 for
friction brakes 214, regenerative brakes 216, aerodynamic surfaces
27, and propulsion system 28. Step 308 may include, for example,
controller 204 controlling spoilers or speed brakes such as those
comprising aerodynamic surfaces 27, or controlling a gas turbine
engine power setting, such as the gas turbine engine comprising
propulsion system 28, or commanding taxi motors comprising
regenerative brakes 216 to generator mode tending to charge energy
storage system 30, in response to command signals 207 and allocated
deceleration 218. Step 310 may include controller 204 modulating
allocated deceleration 218 in response to an aircraft parameter
from sensors 202, or in response to external data 212, or in
response to configuration settings 210.
[0035] Benefits and other advantages have been described herein
with regard to specific embodiments. Furthermore, the connecting
lines shown in the various figures contained herein are intended to
represent exemplary functional relationships and/or physical
couplings between the various elements. It should be noted that
many alternative or additional functional relationships or physical
connections may be present in a practical system. However, the
benefits, advantages, and any elements that may cause any benefit
or advantage to occur or become more pronounced are not to be
construed as critical, required, or essential features or elements
of the disclosure. The scope of the disclosure is accordingly to be
limited by nothing other than the appended claims, in which
reference to an element in the singular is not intended to mean
"one and only one" unless explicitly so stated, but rather "one or
more." Moreover, where a phrase similar to "at least one of A, B,
or C" is used in the claims, it is intended that the phrase be
interpreted to mean that A alone may be present in an embodiment, B
alone may be present in an embodiment, C alone may be present in an
embodiment, or that any combination of the elements A, B and C may
be present in a single embodiment; for example, A and B, A and C, B
and C, or A and B and C.
[0036] Systems, methods and apparatus are provided herein. In the
detailed description herein, references to "various embodiments,"
"one embodiment," "an embodiment," "an example embodiment," etc.,
indicate that the embodiment described may include a particular
feature, structure, or characteristic, but every embodiment may not
necessarily include the particular feature, structure, or
characteristic. Moreover, such phrases are not necessarily
referring to the same embodiment. Further, when a particular
feature, structure, or characteristic is described in connection
with an embodiment, it is submitted that it is within the knowledge
of one skilled in the art to affect such feature, structure, or
characteristic in connection with other embodiments whether or not
explicitly described. After reading the description, it will be
apparent to one skilled in the relevant art(s) how to implement the
disclosure in alternative embodiments.
[0037] Furthermore, no element, component, or method step in the
present disclosure is intended to be dedicated to the public
regardless of whether the element, component, or method step is
explicitly recited in the claims. No claim element herein is invoke
35 U.S.C. 112(f) unless the element is expressly recited using the
phrase "means for." As used herein, the terms "comprises,"
"comprising," or any other variation thereof, are intended to cover
a non-exclusive inclusion, such that a process, method, article, or
apparatus that comprises a list of elements does not include only
those elements but may include other elements not expressly listed
or inherent to such process, method, article, or apparatus.
* * * * *